US6705302B2 - Ignition device for an internal combustion engine - Google Patents

Ignition device for an internal combustion engine Download PDF

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US6705302B2
US6705302B2 US10/022,790 US2279001A US6705302B2 US 6705302 B2 US6705302 B2 US 6705302B2 US 2279001 A US2279001 A US 2279001A US 6705302 B2 US6705302 B2 US 6705302B2
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ignition
ignition coil
transistor
voltage
darlington transistor
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US20020134363A1 (en
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Horst Meinders
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Robert Bosch GmbH
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Robert Bosch GmbH
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P3/00—Other installations
    • F02P3/02—Other installations having inductive energy storage, e.g. arrangements of induction coils
    • F02P3/04—Layout of circuits
    • F02P3/0407—Opening or closing the primary coil circuit with electronic switching means
    • F02P3/0435—Opening or closing the primary coil circuit with electronic switching means with semiconductor devices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P3/00—Other installations
    • F02P3/02—Other installations having inductive energy storage, e.g. arrangements of induction coils
    • F02P3/04—Layout of circuits
    • F02P3/045—Layout of circuits for control of the dwell or anti dwell time
    • F02P3/0453—Opening or closing the primary coil circuit with semiconductor devices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2400/00—Control systems adapted for specific engine types; Special features of engine control systems not otherwise provided for; Power supply, connectors or cabling for engine control systems
    • F02D2400/16—Adaptation of engine control systems to a different battery voltages, e.g. for using high voltage batteries

Definitions

  • the present invention relates to an ignition device for an internal combustion engine having multiple cylinders and direct gasoline injection, at least one ignition coil being provided for each cylinder, the primary side of the ignition coil being switched by an ignition switch controlled by a microprocessor and a spark plug being connected to the secondary side of the ignition coil.
  • gasoline In direct gasoline injection, gasoline is injected into the combustion chamber of a cylinder, where it is evaporated and ignited by the secondary high voltage of the ignition coil. If the secondary current is cut off too soon, uncombusted or partially combusted gas may escape. To guarantee reliable operation with low exhaust emissions, several ignition sparks, for example, can be produced by double coil ignition or pulse train ignition. In addition, the secondary current can be prolonged.
  • the duration of the secondary current can be prolonged by increasing the primary current in the ignition coil, because this increases the energy transferred to the secondary side.
  • Such an energy increase is counteracted by the coil saturation that occurs with an increase in the primary current and the increasing power losses in the ignition coil, preventing an effective increase in the secondary current and its duration.
  • the ignition output stage and the ignition coil may be overloaded thermally by high switching currents. Therefore, this measure for prolonging the duration of the secondary current should be limited only to those operating states in which it is absolutely necessary, such as a cold start, to avoid unnecessary bum-up of the spark plugs. In all other operating states, it should be possible to switch back to the “natural” secondary current conditions.
  • the present invention provides an ignition device for an internal combustion engine with which the secondary current conduction time of the ignition coil can be prolonged controllably without increasing the primary current.
  • the present invention is based on the recognition of the fact that the secondary current conduction time can be prolonged if an external voltage which supplies the power required for the prolonged secondary current is applied at the primary side or at the secondary side of the ignition coil.
  • the secondary current in the ignition coil is prolonged by controlled switching on and switching off of an auxiliary voltage source on the primary side.
  • the starter hardware known from practice can be used without conversion.
  • a 14-volt voltage source operated via the ignition coil as well as a 42-volt voltage source will be available in motor vehicles, the latter then being available for use as an auxiliary voltage source to advantage.
  • the secondary current in the ignition coil is prolonged with the help of the cut-off voltage of an auxiliary circuit having an auxiliary switch and an external inductor.
  • the auxiliary transistor is switched off shortly before the end of the “natural” secondary current.
  • a third variant of the present invention makes use of the fact that prolonging the combustion time in direct gasoline injection is usually the goal in the case of single-spark coils, where an attached or external ignition switch and a rod coil can always be allocated to one cylinder of the engine.
  • the passive coil-ignition switch combination should contribute only to prolonging combustion time. It is important that once the association of coil-ignition switch combinations has been made, it is reversible. In other words, when one coil-ignition switch combination generates an ignition spark, the associated coil-ignition switch combination serves only to prolong the combustion time and vice versa.
  • FIG. 1 shows the schematic diagram of an ignition device according to the present invention, in which the combustion current is prolonged by connecting a fixed voltage source to the primary side of the ignition coil.
  • FIG. 2 shows a first illustration of the time characteristics of secondary voltage U sek , primary voltage U prim and secondary current I sek in comparison with primary current I prim for the ignition device illustrated in FIG. 1 in the case of various switching on and switching off times for the fixed voltage source.
  • FIG. 3 shows a second illustration of the time characteristics of secondary voltage U sek , primary voltage U prim and secondary current I sek in comparison with primary current I prim for the ignition device illustrated in FIG. 1 in the case of various switching on and switching off times for the fixed voltage source.
  • FIG. 4 shows a third illustration of the time characteristics of secondary voltage U sek , primary voltage U prim and secondary current I sek in comparison with primary current I prim for the ignition device illustrated in FIG. 1 in the case of various switching on and switching off times for the fixed voltage source.
  • FIG. 5 shows the schematic diagram of an ignition device according to the present invention with which the combustion current is prolonged using the cut-off voltage of an auxiliary circuit.
  • FIG. 6 shows a first illustration of the time characteristics of secondary voltage U sek , primary voltage U prim and secondary current I sek for the ignition device illustrated in FIG. 5 in the case of different switching on and switching off times of the auxiliary circuit.
  • FIG. 7 shows a second illustration of the time characteristics of secondary voltage U sek , primary voltage U prim and secondary current I sek for the ignition device illustrated in FIG. 5 in the case of different switching on and switching off times of the auxiliary circuit.
  • FIG. 8 shows the schematic diagram of an ignition device according to the present invention, in which two ignition trigger systems are connected in series for reciprocal recharging.
  • FIG. 9 shows a schematic diagram of the collector-emitter voltages of the two ignition Darlingtons of the circuitry illustrated in FIG. 8 .
  • FIG. 10 shows the construction of a J-FET-like construction of a resistor with a narrowed cross section such as that used with the ignition device illustrated in FIG. 8 .
  • FIG. 1 shows the principle of an ignition device according to the present invention for a cylinder of a internal combustion engine having direct gasoline injection or for an ignition coil 1 .
  • Primary side 2 of ignition coil 1 is operated at 14 volts and is switched by an ignition switch 4 controlled via 20 .
  • Ignition switch 4 is implemented here in the form of a bipolar ignition Darlington 4 , or as an alternative, an IGBT could also be used as the ignition switch.
  • connection time and connection duration of ignition switch 4 are set by a microprocessor (not shown here). Secondary side 3 of ignition coil 1 is connected to ground over diode 6 , which suppresses the switch on ignition, and to a spark plug 5 over an interference-suppression resistor 7 .
  • a fixed voltage source namely a 42-volt battery in this case, is connected for a defined period of time to primary side 2 of ignition coil 1 .
  • the fixed voltage source is connected to primary side 2 of ignition coil 1 via a high-side switch in the form of a pnp-Darlington 8 .
  • pnp-Darlington 8 is clamped with a Z50 Zener diode 9 to handle the load-dump voltage of more than 50 V occurring at the 42-volt fixed voltage source.
  • an n-MOSFET could also be used for connecting the fixed voltage source.
  • Decoupling diode 10 is connected between the high-side switch and primary side 2 of the ignition coil, or more precisely between the collectors of pnp-Darlington 8 and ignition Darlington 4 , so that the clamping of ignition Darlington 4 does not influence the process of activation of the high-side switch taking place independently thereof.
  • Decoupling diode 10 here is a high-blocking Zener diode which exceeds the value of the clamping voltage of ignition Darlington 4 , namely 410 volts in the example shown here.
  • a npn-switching transistor 11 controlled via 21 is connected upstream from the base of pnp-Darlington 8 .
  • the collector of the npn-switching transistor 11 is connected to the base of pnp-Darlington 8 across a 100 ⁇ resistor 12 and is connected to the fixed voltage source across a 2 k ⁇ resistor 13 .
  • the decoupling diode 10 can be integrated into the ignition Darlington 4 .
  • the pnp-Darlington 8 can be integrated into the control IC in bipolar CMOS-DMOS (BCD) technology. Since a dielectric strength of 80 V can be achieved in BCD technology, pnp-Darlington 8 is secured with the 50-volt Zener diode against load-dump voltages of 60 V occurring at the 42-volt fixed voltage source. Because of the reduced current requirements, the area of ignition Darlington 4 may be reduced significantly. However, a portion of the emitter area thus saved is used for decoupling diode 10 .
  • BCD bipolar CMOS-DMOS
  • FIG. 2 shows the primary current I prim measured on the supply side of primary coil 2 as illustrated in FIG. 1, and then the inverse current flowing from the 42-volt fixed voltage source over pnp-Darlington 8 through decoupling diode 10 and through primary coil 2 to the 14-volt voltage source. Furthermore, this also shows the three phases of secondary current I sek (measured as shown in FIG. 1 ), primary voltage U prim and secondary voltage U sec .
  • the first phase is the natural combustion phase, in which the current drops from 60 mA to 0 after 1.3 ms. The combustion voltage occurring on the secondary side amounts to ⁇ 548 V.
  • pnp-Darlington 8 is switched on.
  • the primary voltage here is 35 V, while the secondary voltage is ⁇ 345 V.
  • pnp-Darlington 8 is not to be switched on too late because otherwise the secondary current drops to 0 and the ignition spark is extinguished. Then it is no longer possible to restart the ignition spark.
  • pnp-Darlington 8 is to be switched off before the secondary current drops to 0 in the second phase. If it is switched off later, as is the case in FIG. 3, the power stored on the primary side can no longer be transferred to secondary side 3 of ignition coil 1 because spark plug 5 is then no longer conducting. The current on the primary side then drops without an inverse spark current.
  • FIG. 3 illustrates the behavior of the circuit shown in FIG. 1 with an even longer on-time of pnp-Darlington 8 .
  • the charging current of pnp-Darlington 8 increases from 7 A originally to more than 12 A after the combustion current drops in the second phase of combustion.
  • Secondary coil 3 now open, no longer has a current limiting effect on pnp-Darlington 8 .
  • This high power consumption in primary coil 2 is associated with extremely long switch on times of pnp-Darlington 8 and should be prevented.
  • the secondary current and voltage values shown in FIG. 2 permit a rough energy estimate in the three phases, assuming a linear decay of the secondary current and a constant combustion voltage over time.
  • the following table summarizes the corresponding relationships.
  • Recharging with pnp-Darlington 8 without taking into account the charging effect of the 42-volt fixed voltage source into the 14-volt voltage source is associated with a power consumption of
  • the secondary currents at different charging currents are compared with the natural combustion conditions.
  • Combustion times can be prolonged by a factor of at least 2.5 for all charging currents of ignition Darlington I( 4 ).
  • the ignition system having ignition coil 1 and ignition Darlington 4 can be operated with so little power that although reliable ignition is guaranteed, the “natural” secondary current lasts only a short time. Following the spark head, the secondary current is supplied from the “left branch,” i.e., the 42 V fixed voltage source. This means a definite reduction in power loss for both ignition coil 1 and ignition Darlington 4 , thus yielding a cost advantage and a gain in terms of reliability.
  • combustion time can be set either short or long as needed, e.g., from 1.2 ms to 3.3 ms with all the intermediate stages. These conditions can thus be optimized for the driving situation at any given time.
  • the time pnp-Darlington 8 is switched on is to be selected so that switching still takes place at the end of the natural combustion time. If it is switched on too late, the spark current is extinguished and recharging via pnp-Darlington 8 proves to be of no benefit. Thus, reliable overlapping of the switching on time of pnp-Darlington 8 with the natural combustion time must be ensured. The same thing is also valid for the switching off time of the pnp-Darlington 8 . The inverse current can flow only if it is switched off while still in the second combustion phase.
  • primary side 2 of ignition coil 1 is operated at 14 volts and is switched via an ignition switch 4 controlled via 20 .
  • ignition switch 4 is implemented in the form of an ignition Darlington 4 .
  • the switching-on time and duration of ignition switch 4 are determined by a microprocessor (not shown here).
  • Secondary side 3 of ignition coil 1 is connected to ground over diode 6 and to a spark plug 5 over an interference-suppression resistor 7 .
  • auxiliary Darlington 15 In the case of the circuit illustrated in FIG. 5, the combustion current is prolonged with the help of the cut-off voltage of an auxiliary Darlington 15 connected on primary side 2 of ignition coil 1 .
  • Auxiliary Darlington 15 is controlled with an external inductor 16 via 23 .
  • the collectors of ignition Darlington 4 and auxiliary Darlington 15 are isolated with a high-blocking Zener diode 10 which exceeds the value of the clamping voltage of ignition Darlington 4 , namely 410 volts in this case, so that the clamping operation of ignition Darlington 4 does not have any effect on the operation of switching on auxiliary Darlington 15 which takes place independently.
  • the clamping voltage of auxiliary Darlington 15 can be transferred to the collector of ignition Darlington 4 .
  • Zener diode 10 When ignition Darlington 4 is switched on, Zener diode 10 functions as a decoupling diode, and the charging current is distributed to the two inductors connected in parallel, namely primary coil 2 and external
  • the total inductance is 1.5 mH, with 2.4 mH for primary coil 2 and 4 mH for external inductor 16 .
  • the rate of rise of the collector current of ignition Darlington 4 increases with dI/dt ⁇ U/L.
  • Activation of auxiliary Darlington 15 is timed so that its switch off phase occurs in the period of time when the combustion current produced by ignition Darlington 4 is flowing or immediately thereafter.
  • Auxiliary Darlington 15 is then clamped with the transformed combustion voltage which is 30 V in the case of this ignition coil 1 .
  • the secondary current conduction time can thus be prolonged maximally by the clamping time of auxiliary Darlington 15 , which in the case of a 6 A charging current, 4 mH external inductor 16 and a 30 V clamping voltage amounts to 0.8 ms. In the case of a charging current of 10 A but the same conditions otherwise, this yields a clamping time of 1.3 ms, which can be utilized as additional combustion time.
  • an additional inductor 16 a high-blocking decoupling diode 10 and an auxiliary Darlington 15 , which consumes only a reduced clamping voltage of 50 V, for example are needed for implementation of the circuit illustrated in FIG. 5 .
  • external inductor 16 it is also advantageous for external inductor 16 to be wound onto the primary side of ignition coil 1 .
  • ignition coil 1 would have two primary windings connected in parallel with a common positive terminal and two separate terminals for the collectors of ignition Darlington 4 and auxiliary Darlington 15 .
  • FIG. 6 shows the current and voltage relationships without the second charging circuit with auxiliary Darlington 15 and external inductor 16 and, on secondary side 3 , the spark head with a voltage of 13 kV and then the combustion voltage of ⁇ 300 V, building up to approximately ⁇ 1.6 kV toward the end of the combustion process.
  • the ionic current drops after 1.2 ms from 100 mA to zero.
  • transformed combustion voltage having values between 30 V and 40 V is applied to the collector of ignition Darlington 4 , returning to the battery voltage at the end of the combustion process.
  • FIG. 7 shows the relationships for the same process with auxiliary Darlington 15 switched on.
  • the secondary current phase is prolonged from 1.2 ms (FIG. 6) to 1.8 ms.
  • the on-time of auxiliary Darlington 15 was selected so that its switch-off time approximately coincides with the end of the “natural” combustion time.
  • the combustion process is thus prolonged by 0.6 ms, which corresponds to the clamping phase of auxiliary Darlington 15 .
  • the combustion voltage transformed on the primary side acts as the voltage limit for auxiliary Darlington 15 .
  • the charging current of auxiliary Darlington 15 on the primary side has also been plotted. It begins suddenly at approximately 4 A because external inductor 16 was also charged in charging ignition Darlington 4 due to its being connected in parallel to primary coil 2 . External inductor 16 thus still contains residual energy which is further charged to 6 A, depending on the on-time of auxiliary Darlington 15 .
  • decoupling diode 10 can be integrated into the ignition Darlington circuit, but auxiliary Darlington 15 is not integratable.
  • FIG. 8 shows one possibility for alternating connection of two coil-ignition Darlington combinations for mutual recharging of power during the combustion phase of the other coil-ignition Darlington combination. All the circuit components of this circuit can be integrated monolithically into the respective Darlington output stages.
  • FIG. 8 shows two ignition switch systems 30 and 50 having ignition coils 31 and 51 , ignition Darlingtons 34 and 54 and spark plugs 35 and 55 connected in a symmetrical arrangement.
  • Drivers 25 and 26 of ignition Darlingtons 34 and 54 are controlled by a computer (not shown here).
  • a path may be opened between two primary circuits 32 and 52 of ignition coils 31 and 51 by two oppositely switched npn-Darlingtons 36 and 56 , each with its high-blocking collectors being connectable to the collectors (the substrate sides) of ignition Darlingtons 34 and 54 , and thus also being integratable.
  • npn-Darlingtons 36 and 56 are each controlled by a voltage-dependent resistor 37 and 57 in the base-collector segment of driver 38 or 58 .
  • Darlingtons 36 and 56 In order for Darlingtons 36 and 56 not to be controlled incorrectly due to interference voltage, they have base-emitter resistors. These resistors have the effect that they can be controlled only above a base current threshold which depends on the base-emitter resistance (biasing current). For the biasing current, npn-Darlingtons 36 and 56 have an emitter-base resistor 39 and 59 only in the output stage. In addition, there is an inverse diode 40 and 60 parallel to the collector-emitter segment. The current for recharging in the combustion phase flows over inverse diode 40 of npn-Darlington 36 and npn-Darlington 56 , which has been switched on, or vice versa. A three-stage npn-Darlington may also be used to increase the base current sensitivity. Again in this case, the driver does not have a base-emitter resistor.
  • Voltage-dependent resistors 37 and 57 are each implemented in a J-FET like construction having a narrowed cross section. Their design is explained in greater detail below in conjunction with FIG. 10 (J-FET). At a low voltage, they have a value of approximately 5 k ⁇ , which increases with the voltage. At approximately 100 V, resistors 37 and 57 disconnect one another completely. Short-circuit transistors 41 and 61 , connected directly to ground, are provided on the emitter of drivers 38 and 58 of npn-Darlingtons 36 and 56 . The base drivers of short-circuit transistors 41 and 61 are connected across 500 ⁇ resistors 42 and 62 .
  • the common connection of the two base terminals is connected to drivers 25 and 26 of ignition Darlingtons 34 and 54 over diodes 43 and 63 , so that their base terminals are always high when one (or both) ignition Darlington drivers 25 and 26 is/are at high potential.
  • FIG. 9 shows schematically the collector-emitter voltages of both ignition Darlingtons 34 and 54 .
  • collector-emitter voltage U CEon increases until it enters the short clamping phase of ignition Darlington 34 . This is followed by the phase of combustion voltage transformed at the primary side, lasting approximately 1 ms.
  • Power supply voltage U Batt of 14 V is applied during the pause.
  • ignition Darlington 54 also receives current with a time offset. Shortly before the end of the “natural” combustion voltage, ignition Darlington 54 clamps with the combustion voltage of ignition coil 31 .
  • the circuit arrangement illustrated in FIG. 8 functions in all switch states.
  • the trigger conditions offset in time relative to one another, do not lead to malfunctioning or misfiring on the wrong side of the ignition coil.
  • the two sides of the ignition components are interchangeable, i.e., when ignition Darlington 34 generates an ignition spark, ignition Darlington 54 t ensures recharging of the combustion phase and vice versa.
  • the connection of monolithically integrated ignition switch systems 30 and 50 is similar to that of the ignition output stages known in practice.
  • the emitters of npn-Darlingtons 36 and 56 and control lines 25 and 26 which are isolated over diodes 43 and 63 , are connected by plug connections.
  • Ignition Darlington 34 which was turned off first, clamps and generates an ignition spark, while ignition Darlington 54 is still turned on.
  • the transformed combustion voltage is applied to the collector of ignition Darlington 34 while ignition Darlington 54 is still turned on.
  • Ignition Darlington 54 is turned off and clamps the transformed combustion voltage, while ignition Darlington 34 is currentless. The combustion process is prolonged by the clamping time of ignition Darlington 54 .
  • the collectors of ignition Darlingtons 34 and 54 are at 14 V, and both short-circuit transistors 41 and 61 are deactivated.
  • the path between npn-Darlingtons 36 and 56 is currentless.
  • the collector of ignition Darlington 34 is at saturation voltage or becomes active. In any case, there is a voltage gradient between the collector of ignition Darlington 54 , to which 14 V is applied, and the collector of ignition Darlington 34 , to which 2 V to 8 V is applied. However, this voltage gradient does not result in activation of npn-Darlington 56 , because short-circuit transistor 61 , which is turned on, prevents activation of npn-Darlington 56 . Primary side 32 of ignition coil 31 is thus charged, but no cross-current is allowed to flow from primary side 52 of ignition coil 51 .
  • opening of the path between primary sides 32 and 52 of two ignition coils 31 and 51 is also prevented when ignition Darlingtons 34 and 54 are triggered simultaneously.
  • npn-Darlington 36 In the clamping phase of ignition Darlington 34 , npn-Darlington 36 is prevented from being switched through base-collector resistor 37 which is not conducting at a high voltage.
  • rev activated short-circuit transistor 41 prevents npn-Darlington 36 from being turned on.
  • npn-Darlington 36 and ignition Darlington 34 diffuse on the same substrate and have the same blocking properties.
  • npn-Darlington 36 remains blocked when ignition Darlington 34 is clamped. Destruction of short-circuit transistor 41 is prevented because the clamping voltage of ignition Darlington 34 does not penetrate through to the power base of npn-Darlington 36 . Ignition occurs in the coil branch whose ignition Darlington is the first to be turned off.
  • the ignition sequence is not defined by the process of switching on of the ignition stages but instead by their switching-off process.
  • npn-Darlington 56 remains currentless because short-circuit transistor 61 is activated by the driver of ignition Darlington 54 .
  • Both ignition Darlingtons 34 and 54 are turned off, so both short-circuit transistors 41 and 61 are currentless.
  • npn-Darlington 56 is controlled over base-collector resistor 57 , so the current flows from primary side 52 of ignition coil 51 into primary side 32 of ignition coil 31 over npn-Darlington 56 , which has been activated, and inverse diode 40 of npn-Darlington 36 .
  • the clamping voltage of ignition Darlington 54 is elevated in comparison with the transformed combustion voltage of ignition coil 31 until the voltage drop at base-collector resistor 57 is so high that npn-Darlington 56 is switched through.
  • npn-Darlington 56 is operated actively until it receives enough base current over base-collector resistor 57 to be able to take over the flowing primary current. To reduce this voltage drop, several J-FET resistors may be connected in parallel, but also a sufficient emitter area of npn-Darlington 56 to increase the Darlington gain may be ensured.
  • the clamping voltage of ignition Darlington 54 is at such a low level, preferably below 40 V, that no ignition spark occurs on secondary side 53 of ignition coil 51 .
  • both primary sides 32 and 52 go back to 14 V, and the cross-current path from npn-Darlington 56 to npn-Darlington 36 becomes currentless again.
  • FIG. 10 illustrates the construction of a J-FET resistor 70 having a constricted cross section such as that used as a base-collector resistor 37 or 57 in the circuit arrangement illustrated in FIG. 8 .
  • J-FET resistor 70 is shown here in the form of a hole in a ⁇ -diffusion 71 in a high-resistance n 31 -starter substrate 72 of 60 ⁇ cm, for example.
  • n + -diffusion 73 is applied to the contact hole.
  • An n + terminal diffusion 74 approximately 160 ⁇ m thick is provided on the back of the substrate.
  • the shape of space charge zone 75 is shown with dotted lines.
  • the switch off voltage is reached when the width of the space charge zone corresponds to half the channel diameter.
  • the channel resistance without applied voltage can be estimated by assuming only a vertical current characteristic.
  • the true channel resistance is lower because a current propagation effect is expected under ⁇ -diffusion 71 .
  • the true channel resistance is therefore approximately 60% to 70% below the value of the calculated vertical channel resistance.
  • the lowest possible J-FET resistance as base-collector resistance 37 or 57 is desirable for activating npn-Darlingtons 36 and 56 in the circuit arrangement illustrated in FIG. 8 .
  • This can be achieved by providing an elongated, strip-shaped hole instead of a round hole in ⁇ diffusion 71 .
  • the disconnect voltage is determined by the width of the hole, while the reduction factor of the J-FET resistance with respect to the values given in the preceding table is determined by the ratio of the strip length to the strip width. In this way, it is possible to implement resistance values that are lower than those given in the table by a factor of 10.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Ignition Installations For Internal Combustion Engines (AREA)
  • Bipolar Integrated Circuits (AREA)
  • Semiconductor Integrated Circuits (AREA)
US10/022,790 2000-12-16 2001-12-17 Ignition device for an internal combustion engine Expired - Fee Related US6705302B2 (en)

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DE10062892 2000-12-16
DE10062892A DE10062892A1 (de) 2000-12-16 2000-12-16 Zündeinrichtung für Brennkraftmaschinen
DE10062892.3 2000-12-16

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US20080121214A1 (en) * 2004-11-25 2008-05-29 Daimlerchrysler Ag Rapid Multiple Spark Ignition
US7559319B2 (en) * 2007-10-02 2009-07-14 Mitsubishi Electric Corporation Ignition coil apparatus for an internal combustion engine
US20150192100A1 (en) * 2014-01-08 2015-07-09 Honda Motor Co., Ltd. Ignition apparatus for internal combustion engine
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US11408389B2 (en) * 2018-05-25 2022-08-09 Denso Corporation Ignition apparatus for internal combustion engine

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US7005855B2 (en) 2003-12-17 2006-02-28 Visteon Global Technologies, Inc. Device to provide a regulated power supply for in-cylinder ionization detection by using the ignition coil fly back energy and two-stage regulation
DE102009057925B4 (de) * 2009-12-11 2012-12-27 Continental Automotive Gmbh Verfahren zum Betreiben einer Zündvorrichtung für eine Verbrennungskraftmaschine und Zündvorrichtung für eine Verbrennungskraftmaschine zur Durchführung des Verfahrens
DE102011006268A1 (de) * 2011-03-28 2012-10-04 Robert Bosch Gmbh Verfahren und Vorrichtung zur Verlängerung der Brenndauer eines von einer Zündkerze gezündeten Funkens in einem Verbrennungsmotor
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JP6387659B2 (ja) * 2014-04-10 2018-09-12 株式会社デンソー 内燃機関用点火装置
JP6349894B2 (ja) * 2014-04-10 2018-07-04 株式会社デンソー 点火制御装置
JP6372140B2 (ja) * 2014-04-10 2018-08-15 株式会社デンソー 点火装置
JP6471412B2 (ja) * 2014-04-10 2019-02-20 株式会社デンソー 制御装置
JP6470066B2 (ja) * 2015-02-23 2019-02-13 サンケン電気株式会社 点火装置
JP6376188B2 (ja) * 2015-11-04 2018-08-22 株式会社デンソー イグナイタ
JP6372600B2 (ja) * 2017-09-06 2018-08-15 株式会社デンソー 点火装置

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US20080121214A1 (en) * 2004-11-25 2008-05-29 Daimlerchrysler Ag Rapid Multiple Spark Ignition
US20060201475A1 (en) * 2005-03-14 2006-09-14 Hitachi, Ltd. Spark ignition engine, controller for use in the engine, ignition coil for use in the engine
US7353813B2 (en) * 2005-03-14 2008-04-08 Hitachi, Ltd. Spark ignition engine, controller for use in the engine, ignition coil for use in the engine
US7559319B2 (en) * 2007-10-02 2009-07-14 Mitsubishi Electric Corporation Ignition coil apparatus for an internal combustion engine
EP3354893A1 (de) * 2013-04-11 2018-08-01 Denso Corporation Zündsteuerungsvorrichtung
US10302062B2 (en) 2013-04-11 2019-05-28 Denso Corporation Ignition control apparatus
US20150192100A1 (en) * 2014-01-08 2015-07-09 Honda Motor Co., Ltd. Ignition apparatus for internal combustion engine
US9341155B2 (en) * 2014-01-08 2016-05-17 Honda Motor Co., Ltd. Ignition apparatus for internal combustion engine
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US20020134363A1 (en) 2002-09-26
DE10062892A1 (de) 2002-07-11

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